Set of motor vehicle controls for the assistance of invalid drivers

ABSTRACT

A set of motor vehicle controls for the assistance of invalid drivers, especially those handicapped in the lower limbs, is provided. The system includes a set of controls mounted on the steering wheel for operating the accelerator and the brake, a set of controls mounted on the gear shaft lever for operating the clutch and brake, a set of motors controlling the position of each of the brake, clutch, and accelerator, at least one member transmitting commands to all controls by one of a wire control system and wire-free control system, at least one unit transmitting from each of the motors to the corresponding pedal, and an electronic unit controlling the motors. The system may be employed in any motor vehicle with a mechanical or automatic gear box.

The object of the present invention is a set of motor vehicle controlsfor the assistance of invalid drivers in driving said vehicles,especially persons handicapped in the lower limbs.

Most known systems are designed to be adapted to vehicles provided withan automatic gear box, which substantially increases the cost of theequipped vehicle and restricts the choice of models and even makes.

The object of the invention is to provide a system which can be easilyadapted to cars with a mechanical gear box and pedal assembly, withoutaltering the structural elements.

Another object of the invention is to provide a system which is modularand can therefore equip both vehicles with a mechanical gear box as wellas vehicles with an automatic gear box.

Another object of the invention is to provide a system which allows theinvalid user to experience sensations identical to those of driving anormal vehicle.

The invention also aims to provide a system that allows all theflexibility and performance of the vehicle to be maintained, and whichenables normal driving with pedals by a non-invalid person, or drivingby an invalid, which makes the thusly equipped vehicle universal.

To this end, the system according to the invention is essentiallycharacterized in that it comprises:

a first set of controls on the steering wheel for the accelerator andthe brake,

a second set of controls independent of the steering wheel, for exampleon the protective cover of the gear shift lever for the clutch and thebrake,

a set of electrical, hydraulic, pneumatic or equivalent motors, eachrespectively controlling one of the pedals of the pedal assembly or anyother element enabling control,

at least one member transmitting commands given by the set of steeringwheel controls,

at least one member receiving said commands,

an electronic unit controlling the motors.

The command transmitting members can be wired or be of any knownwire-free type.

According to yet another arrangement of the invention, the set of motorsthereof comprises as many motors as there are pedals in the pedalassembly, or elements to be actuated.

According to yet another characteristic of the invention, the second setof controls is mounted on the protective cover of the gear shift leverand comprises a clutch control trigger and a brake control button, saidtriggers and button being connected to the electronic unit controllingthe motors by any wired or wire-free means.

According to another characteristic of the invention, the set ofsteering wheel controls for the accelerator and the brake isconstituted:

of at least one position sensor mounted on the steering wheel to controlthe accelerator,

of at least one position sensor mounted on the steering wheel to controlthe brake,

of at least one radio-transmitting member which receives the commandsfrom the sensors, and at least one radio-receiving member in connectionwith the electronic control circuit which transmits the commands to themotor concerned.

According to another characteristic of the invention, the steering wheelis equipped with a rotating internal hoop bearing two concentric annularsensors, one for the accelerator, and one for the brake. This rotationof the hoop with respect to the steering wheel and vice versa enablesthe driver to maneuver the steering wheel and maintain contact with thesensors.

Other characteristics and advantages of the invention will becomeapparent upon reading the following description of an embodiment of theinvention, provided as a non-limiting example and illustrated by theattached drawings wherein:

FIGS. 1A-D are schematic representations of the system according to theinvention,

FIG. 2 is a view of the set of controls at the steering wheel,

FIGS. 3-4-5 are views along sections AA-BB and CC of FIG. 2,

FIG. 6 is a sectional view of the protective cover of the gear shiftlever with brake and clutch control,

FIG. 7 is another sectional view of the protective cover of the gearshift lever according to FIG. 6,

FIG. 8 is a top view of the steering wheel according to a new embodimentof the invention,

FIGS. 9 and 10 are partial views of the steering wheel according to FIG.8,

FIGS. 11, 12, 13 and 14 represent a pedal assembly protection device,

FIG. 15 represents a sectional view of an embodiment of the controls atthe protective cover of the gear shift lever.

As represented in FIG. 1, the system according to the inventioncomprises a first set of controls for the accelerator and the brake onsteering wheel 1.

Accelerator control 2 is constituted by a hoop 3 (FIG. 3) of a smallerdiameter than the steering wheel, and which is mounted inside thelatter.

A flexible hose, connected to a pressure sensor, is mounted on hoop 3.

The brake control is constituted of two push-buttons 5 which actuate theproportionate force or stroke pressure sensors.

The push-buttons are arranged on the upper portion of the steering wheelwith respect to its horizontal diameter and on either side of itsvertical diameter.

The information from the hose sensors for the accelerator and thepush-buttons for the brake are transmitted to a transmitting member 6borne by and inside of hoop 3.

The sensors used are of the inductive type whose transmitted pulses area function of the degree of depression of the control as will bedescribed later.

These pulses are transmitted by the wire-free transmitting member fromthe steering wheel to the receiving member of an electronic control unit7.

It is understood that without departing from the scope of the invention,the transmission of commands or pulses can be carried out by wire-freemeans, transmitters or tele-transmitters of any known type, or by wiredmeans.

Electronic control unit 7 is connected to the ignition coil or to anyother source providing motor functioning information. This unit isconnected to each of motors 8 by a wired system 9.

On the protective cover of gear shift lever 10 are mounted a clutchcontrol constituted by a trigger 11 actuating a non-representedproportionate force or stroke pressure sensor, and a brake control 12constituted of a button also actuating a non-represented pressuresensor.

The control and command signals 11-12 of the corresponding sensors aretransmitted to the electronic control unit by a wired or wire-freesystem 13 as mentioned above.

Each of motors 8 comprises a positioned electronic servomotor, areducing gear and a winch 14.

Each of winches 14 actuates a sheathed cable 15 which is connected by areturn pulley 16 to the corresponding pedal 17 whose depression it willdetermine.

The motor being understood as any motor system of the known type,electric, pneumatic or hydraulic, for example, which can actuate memberstransmitting the commands received at the pedals.

Electronic control unit 7 is used to transform the information from thevarious sensors--from the steering wheel or the protective cover of thegear shift lever--into modulated electrical power enabling the motor toattain and retain the desired position. This automatic control systemfunctions as a closed loop: each motor is provided with a positionsensor which sends information relating to its position to the controlunit, this prevents positional errors and allows an optimum positionalaccuracy of each pedal 16 to be obtained.

The electronic control unit has the function of managing the controlpriorities.

The motor group obeys the most depressed sensor. As regards the clutch,it obeys the motor regimen when the latter is less than a given value.

This enables a distinction between the sensors on the one hand, andgreater safety on the other.

All the parameters, such as resting position, maximum stroke and motorfunctioning, can be adjusted from the control unit in order to besuitable for any type of pedal.

The electronic control unit can be housed in the engine compartment ofthe vehicle or any desired location, and the set of motors 8 can bearranged in any section of the passenger space, under the seat or underthe dashboard, for example.

Each of the brake and clutch sensors of steering wheel 5 or ofprotective cover of gear shift lever 10 is equipped with a deviceallowing variation in the depression resistance.

Brake control 5 on the steering wheel (FIG. 6) is provided with adoubly-stiff spring which enables the driver to feel the braking.

Brake control 12 on the protective cover of the gear shift lever (FIGS.1-6-7) is connected to the master cylinder by means of a conduit 17 witha force attenuator which generates a pressure transmitted to amicro-jack 18 in order to obtain a tightening of the control inproportion to the emergency braking by steering wheel controls 5.

Electronic control unit 7 automatically actuates the clutch as soon asthe vehicle's engine attains a rotational speed of less than a givenvalue, comprised between 1,000 to 2,000 rpm, for example, which preventsthe engine from getting stalled upon completion of braking and allowscomfortable and safe maneuvering.

The trigger of clutch 11 is equipped (FIG. 6) with a double-springenabling the clutching point to be materialized.

Consequently, for the user, the clutch is slack upon depression untilclutching begins, whereupon the clutch is tighter; upon release, thetrigger is initially easy to release, due to the action of the tightspring, then becomes less easy, due to the action of the slack spring;this is when the clutch engages and the user can control slipping.

An adjustment system, using screws for example, enables thedetermination of the point of change in the tightness of depression ofthe control.

The set of accelerator and brake controls is fixed to the steering wheelas shown in FIGS. 2-3-4 and 5.

Hoop 3, which receives accelerator control flange 2, is provided withthree supports for example, arranged at 120° with respect to oneanother.

Said supports each comprise an arched wall 19 which presses against theinside of the steering wheel and whose position and locking areadjustable by means of a screw 20.

One of the supports receives transmitting box 6 and each of the twoothers receives a braking control 5.

In FIG. 2, hoop 3 is represented receiving the steering wheel controls.

FIG. 3 represents a view along section AA of FIG. 2.

FIG. 4 represents a view along section BB of FIG. 2.

FIG. 5 represents a view along section CC of FIG. 2.

This figure shows a journalled pushing device 21 which controls an axis22 mounted on a double-spring 23. To this end, two concentric springs,one slacker and the other tighter, are mounted on axis 22.

The slack spring is actuated first, followed by the tight spring.

Axis 22 controls a pressure sensor 24 which determines a position of thecorresponding motor 8 and therefore of the pedal or the elementcontrolled by said motor.

FIGS. 6 and 7 are sectional views of the protective cover of gear shiftlever 10 which receives the clutch and brake controls. This protectivecover can be fixed on the gear shift lever or anywhere else in thepassenger space that is accessible to the driver.

For safety reasons, it is provided that the connection between controls11 (clutch and its sensor) and 12 (brake and its sensor) is wired;however, one can envision that it is done by a transmitting-receivingsystem.

FIG. 6 represents trigger 11 mounted on a rigid spring 25 whoseadjustment can be obtained by attachment screw 26. Upon depression,trigger 11 controls pressure sensor 27 by means of an axis 28 withcompression spring 29, less tight than spring 25.

The system is designed such that spring 29 is biased before the tighterspring 25.

FIG. 7 represents the pushing device of brake 12 which actuates apressure sensor 31 by means of an axis 30. A second axis 32, with aspring 33, actuates a jack 18 which receives a return pressure from themaster cylinder by means of conduit 17.

The pressure sensors determine the position of the motors 8 whichactuate either the pedals or any other operational control element ofthe vehicle, such as the carburetor control, for example.

According to an embodiment of the invention represented in FIGS. 8, 9and 10, steering wheel 1 is provided with a system of concentric annularsensors 34A and B which have a free rotational movement with respect tosteering wheel 1; this enables the user to maintain contact with thesensors while turning the steering wheel.

To this end, the mounting of sensors 34A and B, as represented in FIGS.9 and 10, is as follows: On each support 19 fixed to the steering wheelis fixedly mounted a block 35, provided with a horizontal groove 36 inwhich the planar portion 37 of a circular corner iron slides.

A support 39, covering block 35 and receiving sensors 34A and 34B, iswelded on the vertical portion 38 of the circular corner iron.

Internal sensor 34B controls the brake, and external sensor 34A controlsthe accelerator. Since the rotational guiding of the hoop bearing thesensors is ensured by the supports at the steering wheel, it is possibleto install either as many supports as desired, or to position thesupports where desired, to avoid an arm of the steering wheel, forexample.

According to another embodiment of the invention representedschematically in FIGS. 11 to 14, the system according to the inventionis provided with a pedal assembly protection.

The object of this arrangement is to prevent the invalid driver's feetfrom going under the pedals and locking them by blocking the action ofthe aforementioned control systems of such pedals.

The protection system is designed like a fixed or removable obstacle,and preferably movable, which is arranged in front of the pedal assemblyduring operation of the system, i.e., when the vehicle must be driven byan invalid without direct access to the pedal assembly.

This obstacle is schematically designed like a rigid plate 40 with anadapted or adaptable width, journalled at its base 41 to the floor ofthe vehicle, and capable of being raised manually or automatically, whenthe system is turned on, to occupy a vertical or substantially verticalposition such as represented in FIGS. 12 and 13.

It is provided that this system can only function when this obstacleposition of plate 40 is established.

In the case of a manual positioning, which can be carried out by theuser or a companion, a latching and an adjustable abutment system isadapted.

The abutment is then detected by the system which authorizes use of thecontrols and/or the motors.

FIG. 14 schematically represents an abutment system. In this system, anabutment 42 journalled at 41, is adjustable in inclination, by atraction cable 43, for example.

On its surface which receives plate 40, abutment 42 is provided with acontact 44 registering the abutment and transmitting the information tothe system.

The positioning of obstacle 40 can be carried out automatically by ajack 49 or a motorization, for example, constituted of a deformableparallelepiped, preferably arranged on the right side.

The required energy can be electrical, electromagnetic, pneumatic orhydraulic.

The positioning of obstacle 40 is triggered by switching on the systemfor example, and as in the manual version, the pedal motors are notactivated until after validation of the abutment by detector 44.

A safety device in the automatic version can detect the locking to theground of wall 40, by the feet for example, and will trigger a visual ororal alarm.

FIG. 15 represents a variation of the embodiment of the controls on theprotective cover of the gear shift lever. The protective cover isequipped with two housings:

one on the top,

one on the side.

A pressure sensor 45 or the like, of the type mentioned above in thespecification, is arranged at the bottom of each of these housings.

One of these sensors 45 is a brake control sensor, the other is a clutchcontrol sensor.

Each of sensors 45 is covered in the corresponding housing by a wedge 46made of a hard synthetic material such as rubber, for example, so as tohave a mechanical stroke.

The protective cover assembly is covered by a flexible covering 47 whichlocks wedges 46 in position.

We claim:
 1. An apparatus including a set of motor vehicle controls forassisting drivers handicapped in the lower limbs, comprising:a first setof controls on a steering wheel for controlling an accelerator and abrake, a second set of controls, independent of the steering wheel, forcontrolling a clutch and the brake, a plurality of motors, each motorcontrolling a one of a pedal of a pedal assembly and a control elementof a plurality of control elements, at least one of a wired member and awire-free member transmitting commands provided by the first setcontrols on the steering wheel controls, at least one of a wiredtransmission and a wire-free transmission of commands given by thesecond set of controls independent of the steering wheel, at least onemember for receiving said commands coupled to an electronic unitcontrolling at least one motor, and transmitting members from each ofsaid at least one motor to a corresponding pedal of the brake, clutchand accelerator.
 2. The apparatus according to claim 1, wherein thefirst set of controls on the steering wheel for the accelerator and thebrake comprises:at least one sensor mounted on the steering wheel tocontrol the accelerator, at least one sensor to control the brake, andat least one radio-transmitting member.
 3. The apparatus according toclaim 1, wherein the steering wheel is provided with an internal hooprotating freely with respect to the steering wheel, said hoop bearingtwo concentric annular sensors one of which is for the brake and theother for the accelerator.
 4. The apparatus according to claim 1,wherein the set of motors comprises as many motors as there are pedalsin the pedal assembly or elements to control, and wherein each of motorsactuates a winch whose cable is connected to the corresponding pedal. 5.The apparatus according to claim 3, wherein each of the motors isservo-controlled into position by electronic unit.
 6. The apparatusaccording to claim 1, wherein the second set of controls for the brakeand the clutch is mounted on protective cover of a gear shift lever,wherein it comprises a clutch control member and a brake control member,these control members each actuating a sensor, said controls beingconnected by wire to electronic unit controlling the motors.
 7. Theapparatus according to claim 1, wherein the accelerator control of thesteering wheel is mounted on an internal hoop of the steering wheel. 8.The apparatus according to claim 1, wherein an actuation value of thesteering wheel control sensors determines the accelerator or brakingvalue.
 9. The apparatus according to claim 1, wherein the brake controlsare provided with a force restitution system which enables the user tofeel the braking point.
 10. The apparatus according to claim 1, whereinthe clutch control is equipped with at least one of a doubly-stiffspring system and a double-spring system enabling the clutch point to bematerialized.
 11. The apparatus according to claim 1, wherein the brakecontrol is provided with a tightening system upon depression which isconnected by a conduit to the master cylinder.
 12. The apparatusaccording to claim 1, said system is provided with a safety device forthe pedal assembly.
 13. The apparatus according to claim 1, wherein apedal safety device is constituted by an obstacle in front of the pedalassembly, said obstacle being removable or movable.
 14. The apparatusaccording to claim 12, wherein an obstacle is constituted by a walljournalled at on the floor, and engaging in a vertical or substantiallyvertical position, manually or automatically, into an abutment position.15. The apparatus according to claim 12, wherein an abutment of wallenables the system to be switched on.